JP6331993B2 - Automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission, and more particularly to an automatic transmission that automatically performs a shift operation in a manual transmission.

  In general, in an automatic transmission mounted on a vehicle such as an automobile, an automatic transmission (AT) is performed by automatically performing a shift operation and a clutch operation with an actuator in a parallel shaft gear type MT (Manual Transmission). 2. Description of the Related Art Automatic transmissions that enable automatic shifting are known.

  This automatic transmission is called AMT (Automated Manual Transmission) and can automatically shift the existing MT without significantly changing the design, thereby reducing the manufacturing cost compared to the planetary gear type automatic transmission. it can.

  In addition, the power of the engine is input not by a fluid clutch but by a friction clutch, so that the power transmission efficiency is excellent.

  As a conventional automatic transmission of this type, one described in Patent Document 1 is known. This automatic transmission is configured as a transaxle in which a differential device is integrated, and is arranged side by side with the engine in the vehicle width direction in the engine room in a state of being coupled to the engine.

  A vehicle equipped with this automatic transmission is configured as an FF (Front Engine Front Drive) vehicle, and the front wheels are driven by an engine and an automatic transmission mounted on the front of the vehicle.

  Further, the conventional automatic transmission includes a hydraulic pressure generator and a clutch actuator for clutch operation, which are arranged below the transmission case among the components of the shift unit that controls automatic transmission, and the like. The remaining structural members including are arranged above the transmission case.

  As a result, the conventional automatic transmission can efficiently use the dead space below the vehicle, and the automatic transmission can be arranged compactly in the engine room.

JP 2005-291461 A

  However, in the conventional automatic transmission, since the hydraulic pressure generating device and the clutch actuator are arranged below the transmission case, it is necessary to arrange a hydraulic pressure propagation hydraulic pipe between the upper and lower sides of the transmission case. . For this reason, the hydraulic pipe is located at the lower part of the vehicle, and there is a possibility that the hydraulic pipe may come into contact with a stepping stone or a ground projection.

  Therefore, it is preferable to arrange all the constituent members of the shift unit above the transmission case. In this case, however, it is necessary to arrange a shift actuator at the upper end portion of the shift and select shaft that controls the shift operation.

  Therefore, since it is necessary to arrange the remaining components of the shift unit in accordance with the position of the upper end portion of the speed change actuator, there is a possibility that the shape and arrangement of vehicle components other than the automatic transmission may be restricted.

  The present invention has been made paying attention to the above-described problems, and provides an automatic transmission that can be arranged in a vehicle without restricting the shape and arrangement of vehicle components other than the automatic transmission. It is intended to do.

  According to a first aspect of the present invention, there is provided a transmission case having an engine mounting surface extending in the vehicle front-rear direction, and a shift that is housed in the transmission case and performs a shift by operating a clutch and a shift and select shaft. A mechanism, a hydraulic pressure generator for generating hydraulic pressure, a clutch actuator for operating the clutch by hydraulic fluid supplied from the hydraulic pressure generator, and the shift and select shaft by hydraulic fluid supplied from the hydraulic pressure generator In the automatic transmission having a speed change actuator for operating the clutch, and the control device for electrically controlling the clutch actuator and the speed change actuator, the hydraulic pressure generating device, the clutch actuator, the speed change actuator, and the control device Is disposed above the transmission case, and the shift actuator is And a shift actuator housing that is formed in a rectangular shape having a long side and a short side in a plan view of the automatic transmission, and the long side is disposed adjacent to the shift and select shaft. The control device has a control device housing formed in a rectangular shape having a long side and a short side in a plan view of the automatic transmission, and the transmission actuator housing and the control device housing are respectively connected to the control device housing. The long sides are in close contact with each other, and the respective long sides are arranged in a direction parallel to the engine mounting surface.

  As described above, according to the first aspect, the hydraulic pressure generating device, the clutch actuator, the speed change actuator, and the control device are arranged above the transmission case. In addition, the speed change actuator has a speed change actuator housing. The speed change actuator housing is formed in a rectangular shape having a long side and a short side in a plan view of the automatic transmission, and the long side is a shift and select shaft. And placed adjacent to each other.

  Further, the control device has a control device housing, and the control device housing is formed in a rectangular shape having a long side and a short side in a plan view of the automatic transmission.

  The transmission actuator housing and the control device housing are arranged so that the long sides thereof are in close contact with each other and the long sides are directed in a direction parallel to the engine mounting surface.

  As a result, the transmission actuator housing and the control device housing are brought into close contact with each other over the transmission case.

  For this reason, the short side of the speed change actuator housing and the short side of the control device housing are arranged in the vehicle left-right direction and parallel to each other. Accordingly, it is possible to reduce the amount of protrusion of the speed change actuator and the control device in the vehicle left-right direction.

  As a result, the automatic transmission can be mounted on the vehicle without restricting the shape and arrangement of vehicle components other than the automatic transmission.

FIG. 1 is a diagram showing an embodiment of an automatic transmission according to the present invention, and is a front view of an automatic transmission mounted on a vehicle. FIG. 2 is a diagram showing an embodiment of the automatic transmission according to the present invention, and is a plan view of the automatic transmission mounted on the vehicle. FIG. 3 is a view showing an embodiment of the automatic transmission according to the present invention, and is a side view of the automatic transmission mounted on the vehicle as viewed from the right side. FIG. 4 is a view showing an embodiment of the automatic transmission according to the present invention, and is a cross-sectional view taken along the line II in FIG.

  Embodiments of an automatic transmission according to the present invention will be described below with reference to the drawings. 1 to 4 are diagrams showing an automatic transmission according to an embodiment of the present invention.

  First, the configuration will be described. 1 to 3, an automatic transmission 2 is mounted on a vehicle 1, and the automatic transmission 2 is mounted horizontally in an engine room 1 </ b> C of the vehicle 1 while being fixed to the engine 3. Yes.

  Here, in this embodiment, the front / rear, left / right, and up / down directions are indicated by arrows in the drawing so as to coincide with the front / rear direction, the left / right direction, and the up / down direction seen from the driver seated in the driver's seat of the vehicle 1. ing.

  A dash panel 1A is arranged behind the engine room 1C, and the vehicle compartment of the vehicle 1 and the engine room 1C are partitioned by the dash panel 1A. A left side panel 1B is disposed on the left side of the engine room 1C, and the engine room 1C is covered from the left side by the side panel 1B.

  The engine room 1C is a space defined by a dash panel 1A of the vehicle 1, a side panel 1B, and a right side panel (not shown).

  1 and 2, the engine 3 has a crankshaft 8 that converts power generated by reciprocating movement of a piston (not shown) into rotational motion. The engine 3 is housed horizontally in the engine room 1C of the vehicle 1 so that the crankshaft 8 faces in the left-right direction of the vehicle. Here, the vehicle left-right direction is, in other words, the vehicle width direction.

  1 to 4, the automatic transmission 2 includes an input shaft 10 to which power from the engine 3 is input, and a counter shaft 23 arranged in parallel with the input shaft 10. The automatic transmission 2 is housed sideways in the engine room 1C of the vehicle 1 so that the input shaft 10 and the counter shaft 23 face the vehicle width direction in a state where the automatic transmission 2 is coupled to the end of the engine 3.

  The vehicle 1 travels by shifting the power generated by the engine 3 by the automatic transmission 2 and driving front wheels (not shown). That is, the vehicle 1 of the present embodiment is an FF (Front Engine Front Drive) vehicle in which the engine 3 and the automatic transmission 2 are arranged horizontally.

  The automatic transmission 2 includes a transmission case 2 </ b> A. The transmission case 2 </ b> A includes a first case 4 fastened to the left end of the engine 3 and a second case attached to the left end of the first case 4. 5.

  The first case 4 has an engine attachment surface 4A fastened to the engine 3, and the engine attachment surface 4A extends in the vehicle front-rear direction. The engine mounting surface 4A is an end surface of the first case 4 on the engine 3 side, and is joined to the engine 3 by bolts. The first case 4 is formed in a cylindrical shape whose diameter is increased toward the engine 3 side.

  In FIG. 3, the first case 4 houses a clutch 7, and this clutch 7 has a disc-shaped clutch disk 7A. The clutch disk 7 </ b> A faces a fly hole (not shown) provided at the right end of the crankshaft 8 of the engine 3. That is, the clutch 7 is a single-plate friction clutch.

  One end of the input shaft 10 in the axial direction is attached to the clutch disk 7A. The input shaft 10 is rotatably supported by the first case 4 at one end in the axial direction, and is rotatably supported by the second case 5 at the other end in the axial direction.

  3 and 4, a front differential 11 is accommodated in a rear portion of the first case 4 in the vehicle front-rear direction and a lower portion in the vehicle vertical direction. The front differential 11 includes a ring gear 11B, left and right side gears 11A, a differential case (not shown), and a pair of pinion gears. Base ends of left and right drive shafts (not shown) are fitted to the left and right side gears 11A, respectively.

  In the front differential 11, power is transmitted from the output gear of the counter shaft 23 to the ring gear 11 </ b> B, so that the differential case rotates, and the rotation of the differential case is differentially distributed to the left and right side gears 11 </ b> A by the pinion gear. Thereby, the front differential 11 rotates the left and right drive shafts so as to be differentially rotatable.

  In FIG. 4, a transmission mechanism 60 is accommodated in the second case 5, and the transmission mechanism 60 includes the input shaft 10, the counter shaft 23, the reverse idler shaft 24, and the shift and select shaft 34. .

  The speed change mechanism 60 is a parallel shaft gear type speed change mechanism that is generally employed in a manual transmission. By operating the shift and select shaft 34, the forward speed or the reverse speed of the first speed to the fifth speed is changed. Either one is formed.

  1 and 2, a clutch release shaft 15 is provided on the upper portion of the first case 4, and the clutch release shaft 15 extends in the vertical direction. Inside the first case 4, the lower end portion of the clutch release shaft 15 is connected to a clutch operating mechanism including a release bearing, a diaphragm spring and the like (not shown).

  The clutch operating mechanism switches the clutch 7 between the connected state and the disconnected state when the clutch release shaft 15 rotates in one direction or the other direction around the axis.

  A clutch release arm 16 is provided at the upper end of the clutch release shaft 15, and the swinging tip of the clutch release arm 16 is connected to a clutch actuator 17 described later.

  The clutch 7 (see FIG. 3) is disengaged when the clutch release arm 16 swings due to the operating force from the clutch actuator 17 acting on the clutch release arm 16.

  In FIG. 4, an input shaft 10, a counter shaft 23, and a reverse idler shaft 24 are provided in the second case 5 in parallel with each other and rotatably.

  The input shaft 10 is provided with a plurality of gears 31 in order from the clutch 7 side for forming first to fifth forward and reverse gears.

  Of the plurality of gears 31, the gears forming the third speed, the fourth speed, and the fifth speed are rotatably provided on the input shaft 10 and are fixed to the input shaft 10 in the axial direction of the input shaft 10. Is provided. Further, each gear forming the first speed, the second speed, and the reverse gear is fixed to the input shaft 10 and rotates integrally with the input shaft 10.

  Further, the input shaft 10 is provided with a 3-4 speed shift sleeve (not shown) between the two gears forming the 3rd speed and the 4th speed. 10 so as to be able to rotate integrally with the input shaft 10 and to be movable in the axial direction of the input shaft 10.

  The counter shaft 23 is provided with a plurality of gears 32 in order from the clutch 7 side in order to form a forward gear of 1st to 5th.

  Of the plurality of gears 32, the gears forming the first speed and the second speed are provided on the counter shaft 23 so as to be rotatable, and are provided fixed to the counter shaft 23 in the axial direction of the counter shaft 23. Yes.

  The gears forming the third speed, the fourth speed, and the fifth speed are fixed to the counter shaft 23 and rotate integrally with the counter shaft 23.

  Further, the counter shaft 23 is provided with a shift sleeve for 1-2 speed (not shown) between the two gears forming the first speed and the second speed. The counter shaft 23 can be rotated integrally with the counter shaft 23 and can move in the axial direction of the counter shaft 23.

  A reverse idler shaft 24 is fixed to the second case 5. A reverse idler gear 25 is rotatably provided on the reverse idler shaft 24. The reverse idler gear 25 is provided so as to be movable in the axial direction on the reverse idler shaft 24.

  The reverse idler gear 25 is moved in the axial direction when the vehicle 1 moves backward, and thereby meshes with both the reverse gear provided on the input shaft 10 and the reverse gear provided on the counter shaft 23. . At this time, the rotation of the input shaft 10 is reversed by the reverse idler gear 25 and transmitted to the counter shaft 23, and the counter shaft 23 rotates in the same direction as the rotation direction of the input shaft 10.

  Here, the input shaft 10, the counter shaft 23, the reverse idler shaft 24, the plurality of gears 31 and 32, the reverse idler gear 25, and the shift sleeve constitute a transmission mechanism 60. In the automatic transmission 2, a power transmission path is formed by a gear pair corresponding to any one of the first to fifth forward stages and the reverse stage, so that either the first to fifth forward stage or the reverse stage is established. Is formed.

  The second case 5 is provided with a shift and select shaft 34, and the shift and select shaft 34 extends in the vehicle vertical direction so as to be orthogonal to the axis of the input shaft 10.

  The shift and select shaft 34 is provided in the second case 5 so as to be rotatable about the axis line as a rotation axis and movable in the axial direction. The upper end portion of the shift and select shaft 34 protrudes upward from the upper surface of the second case 5 and is connected to a speed change actuator 64 described later.

  Shift yokes 26, 27 and 28 are provided in the vicinity of the lower end portion of the shift and select shaft 34. The shift yoke 26 is connected to a shift fork 29, and the shift fork 29 rotatably holds a 3-4 speed shift sleeve of the input shaft 10.

  The shift yoke 27 is connected to a shift fork 30, and this shift fork 30 rotatably holds a shift sleeve for 1-2 speed of the counter shaft 23.

  The shift yoke 28 is connected to a 5-speed forward gear and a reverse idler gear 25 via a shift sleeve and a shift fork, not shown.

  1 to 4, a shift unit 35 is provided above the transmission case 2A. The shift unit 35 includes a reserve tank 43, a motor 45, an oil pump 46, an accumulator 44, a transmission actuator 64, a clutch actuator 17, a base plate 47, and a control device 49.

  Among these members constituting the shift unit 35, the reserve tank 43, the motor 45, the oil pump 46, the accumulator 44, the speed change actuator 64, the clutch actuator 17 and the control device 49 are attached to the base plate 47 and integrated with the base plate 47. Yes.

  More specifically, the reserve tank 43, the motor 45, the speed change actuator 64, and the control device 49 are attached to the upper surface of the base plate 47 and integrated with the base plate 47. The oil pump 46 and the accumulator 44 are attached to the lower surface of the base plate 47 and integrated with the base plate 47. The clutch actuator 17 is attached to the side surface of the base plate 47 and integrated with the base plate 47.

  The base plate 47 is disposed above the second case 5 and is formed in a flat plate shape extending in the horizontal direction. An oil passage through which hydraulic oil flows is provided inside the base plate 47.

  The reserve tank 43 stores hydraulic oil. The oil pump 46 is driven by the motor 45 to increase the pressure of the hydraulic oil supplied from the reserve tank 43 and supply the increased hydraulic oil to the accumulator 44 through an oil passage (not shown) formed in the base plate 47.

  The reserve tank 43 is disposed on the front side in the vehicle front-rear direction of the transmission actuator housing 65 and the control device housing 50 in a plan view of the automatic transmission 2.

  The accumulator 44 stores the pressure of the hydraulic oil, and supplies the high-pressure hydraulic oil to the transmission actuator 64 and the clutch actuator 17 through an oil passage (not shown) formed in the base plate 47.

  The oil pump 46 and the accumulator 44 constitute a hydraulic pressure generating device 63 that generates hydraulic pressure of hydraulic oil supplied to the speed change actuator 64 and the clutch actuator 17.

  A rotation sensor 48 is attached to the side wall of the second case 5, and the rotation sensor 48 detects the rotation of the input shaft 10.

  The control device 49 is arranged on the right side of the speed change actuator 64, that is, adjacent to the engine 3 side. The control device 49 includes a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The control device 49 has a control device housing 50, and a microcomputer is accommodated in the control device housing 50.

  In FIG. 2, the control device housing 50 is formed in a rectangular shape having a long side 50 </ b> A and a short side 50 </ b> B in a plan view of the automatic transmission 2.

  1 and 3, the control device housing 50 is spaced upward from the upper surface of the transmission case 2A, and a space 70B is formed between the control device housing 50 and the transmission case 2A. ing.

  1 to 4, the control device 49 electrically controls the clutch actuator 17 and the speed change actuator 64. A rotation sensor 48 is connected to the control device 49 via a wire harness 52, and the control device 49 detects the number of rotations of the input shaft 10 based on detection information of the rotation sensor 48.

  A motor 45 is connected to the control device 49 via the wire harness 51, and the control device 49 outputs a drive signal to the motor 45 to drive the motor 45. As a result, the oil pump 46 pressurizes the hydraulic oil and accumulates the pressurized hydraulic oil in the accumulator 44.

  The control device 49 electrically controls a plurality of solenoid valves (not shown) that control the supply of hydraulic oil to the speed change actuator 64 and the clutch actuator 17.

  The shift actuator 64 is disposed above the shift and select shaft 34 and is connected to the upper end of the shift and select shaft 34. The speed change actuator 64 operates the shift and select shaft 34 by the hydraulic pressure of the hydraulic oil supplied from the hydraulic pressure generator 63.

  The speed change actuator 64 rotates the shift and select shaft 34 around the axis by the hydraulic pressure of the hydraulic oil and moves it in the direction of the axis so that either the 1st to 5th forward or reverse speed of the speed change mechanism 60 is achieved. To form.

  In FIG. 2, the speed change actuator 64 has a speed change actuator housing 65. The transmission actuator housing 65 is formed in a rectangular shape having a long side 65A and a short side 65B in a plan view of the automatic transmission 2. The transmission actuator housing 65 has a long side 65 </ b> A disposed adjacent to the shift and select shaft 34.

  1 to 4, the clutch actuator 17 has a shape extending in the same direction as the engine mounting surface 4A. The clutch actuator 17 is located in a space 70B between the transmission case 2A and the control device housing 50. Has been placed.

  The clutch actuator 17 operates the clutch 7 with hydraulic oil supplied from the hydraulic pressure generator 63. The clutch actuator 17 rotates the clutch release shaft 15 via the clutch release arm 16 by hydraulic pressure of the hydraulic oil.

  As a result, the release bearing moves in the axial direction on the input shaft 10, and the pressing force of the pressure plate by the diaphragm spring is generated or released according to the moving direction of the release bearing.

  When a pressing force is generated by the diaphragm spring, the rotation of the crankshaft 8 is transmitted to the input shaft 10 by pressing the clutch disk 7A against the flywheel. On the other hand, when the pressing force by the diaphragm spring is released, the clutch disc 7A is separated from the flywheel, and the rotation of the crankshaft 8 is not transmitted to the input shaft 10.

  Thus, the clutch 7 interrupts power between the crankshaft 8 of the engine 3 and the input shaft 10. When the hydraulic oil pressure is removed, the clutch disc 7A is positioned at a position where it is pressed against the flywheel.

  In FIG. 2, the transmission actuator housing 65 and the control device housing 50 are in close contact with each other at the long side 65 </ b> A of the transmission actuator housing 65 and the long side 50 </ b> A of the control device housing 50.

  Further, the speed change actuator housing 65 and the control device housing 50 are arranged such that the long side 65A of the speed change actuator housing 65 and the long side 50A of the control device housing 50 face in a direction parallel to the engine mounting surface 4A.

  By arranging the speed change actuator housing 65 and the control device housing 50 as described above, the overall shape of the speed change actuator housing 65 and the control device housing 50 has a long side in the vehicle front-rear direction and in the vehicle width direction. It has a rectangular shape with short sides.

  For this reason, the total shape of the variable speed actuator housing 65 and the control device housing 50 is small in the vehicle width direction.

  In addition, a space 70A (see FIGS. 1 and 2) is formed near the engine mounting surface 4A above the transmission case 2A. Furthermore, a space 70 </ b> C (see FIG. 2) is formed between the side panel 1 </ b> B and the front side of the left side in the vehicle left-right direction above the transmission case 2 </ b> A.

  Here, the direction parallel to the engine mounting surface 4A means a direction that can be regarded as substantially parallel to the direction in which the engine mounting surface 4A extends. Further, the close contact includes not only a case where they are in contact with each other without a gap but also a case where they are adjacent to each other with a small gap therebetween.

  Note that the speed change actuator housing 65 and the control device housing 50 may be structurally coupled in a close arrangement at the long side 65A of the speed change actuator housing 65 and the long side 50A of the control device housing 50.

  1 and 2, an intake manifold 19 as an engine fitting part is provided on the rear side of the upper portion of the engine 3, and an intake introduction pipe 19A of the intake manifold 19 projects to the transmission case 2A side to change the speed. It is disposed above the first case 4 of the machine case 2A.

  A throttle body 20 is connected to the upper portion of the intake pipe 19A. An intake pipe 21 is connected to the upper portion of the throttle body 20. Intake air that has been filtered by an air cleaner box 22 provided above the engine 3 is introduced into the intake pipe 21.

  The intake air that has passed through the intake pipe 21 and the throttle body 20 is introduced into the intake manifold 19 through the intake introduction pipe 19A.

  The intake manifold 19 has a surge tank 19B and a manifold (not shown), and the intake air introduced from the intake pipe 19A is temporarily stored in the surge tank 19B, whereby the intake air is engineed through the manifold. The three cylinders are equally supplied.

  The passage resistance of the intake air in the intake manifold 19, the capacity of the surge tank 19 </ b> B of the intake manifold 19, and the length of the manifold portion are greatly related to the output characteristics of the engine 3.

  In the present embodiment, the intake manifold 19 is disposed in the space 70A near the engine mounting surface 4A above the transmission case 2A, so that the intake manifold 19A, the throttle body 20, and the intake pipe 21 are disposed. The shape and arrangement of these are appropriately set without being restricted by the automatic transmission 2.

  Further, a battery (not shown) as an engine accessory part is arranged in the space 70C. The position of the space 70 </ b> C in the engine room 1 </ b> C is a position where the battery is conventionally arranged as a suitable position for arranging the battery. Here, the engine outfitting parts and the engine accessory parts are vehicle constituent parts other than the automatic transmission 2.

  Next, the operation will be described. As shown in FIGS. 1 to 4, the automatic transmission 2 according to the present embodiment includes a hydraulic pressure generating device 63, a clutch actuator 17, a transmission actuator 64, and a control device 49 arranged above the transmission case 2 </ b> A. ing.

  The speed change actuator 64 has a speed change actuator housing 65. The speed change actuator housing 65 is formed in a rectangular shape having a long side 65A and a short side 65B in a plan view of the automatic transmission 2, and has a long side 65A. Is arranged adjacent to the shift and select shaft 34.

  The control device 49 has a control device housing 50, and the control device housing 50 is formed in a rectangular shape having a long side 50A and a short side 50B in a plan view of the automatic transmission 2.

  The transmission actuator housing 65 and the control device housing 50 are in close contact with each other, that is, the long side 65A and the long side 50A, and the long side 65A and the long side 50A are parallel to the engine mounting surface 4A. It is arranged to face.

  As a result, the transmission actuator housing 65 and the control device housing 50 are in close contact with each other at the long side 65A and the long side 50A, so that the short side 65B of the transmission actuator housing 65 and the short side 50B of the control device housing 50 face the vehicle left-right direction. .

  Therefore, the amount of protrusion of the speed change actuator 64 and the control device 49 in the left-right direction of the vehicle can be reduced. As a result, the automatic transmission 2 can be arranged in the vehicle 1 without restricting the shape and arrangement of vehicle components other than the automatic transmission 2.

  Further, in the automatic transmission 2 of the present embodiment, the hydraulic pressure generator 63 has a reserve tank 43 that stores hydraulic oil. The reserve tank 43 is arranged on the front side in the vehicle front-rear direction of the transmission actuator housing 65 and the control device housing 50 in a plan view of the automatic transmission 2.

  Thus, in the configuration in which the reserve tank 43 is disposed above the transmission case 2A, the transmission actuator housing 65 and the control device housing 50 are secured while ensuring a wide space 70A in the vicinity of the engine mounting surface 4A above the transmission case 2A. A reserve tank 43 can be arranged on the front side in the vehicle longitudinal direction.

  For this reason, vehicle components other than the automatic transmission 2 can be arranged in the space 70A. As a result, the automatic transmission 2 can be mounted on the vehicle 1 without restricting the shape and arrangement of vehicle components other than the automatic transmission 2.

  Further, in the automatic transmission 2 of the present embodiment, the clutch actuator 17 has a shape extending in the same direction as the engine mounting surface 4A, and the clutch actuator 17 is disposed between the transmission case 2A and the control device housing 50. Arranged.

  Thus, in the configuration in which the clutch actuator 17 is arranged above the transmission case 2A, the engine mounting surface 4A is arranged by arranging the clutch actuator 17 using the space 70B between the transmission case 2A and the control device housing 50. It is possible to arrange the clutch actuator 17 while ensuring a wide space 70A in the vicinity.

  Thereby, the automatic transmission 2 can be mounted on the vehicle 1 without restricting the shape and arrangement of vehicle components other than the automatic transmission 2.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 ... vehicle, 2 ... automatic transmission, 2A ... transmission case, 4 ... first case (transmission case), 4A ... engine mounting surface, 5 ... second case (Transmission case), 7 ... clutch, 17 ... clutch actuator, 34 ... shift and select shaft, 35 ... shift unit, 43 ... reserve tank, 44 ... accumulator Device), 46 ... oil pump (hydraulic pressure generator), 49 ... control device, 50 ... control device housing, 50A ... long side, 50B ... short side, 60 ... transmission mechanism , 63 ... Hydraulic pressure generator, 64 ... Variable speed actuator, 65 ... Variable speed actuator housing, 65A ... Long side, 65B ... Short side

Claims (3)

A transmission case having an engine mounting surface extending in the vehicle longitudinal direction;
A transmission mechanism that is housed in the transmission case and performs a shift by operating a clutch and a shift and select shaft;
A hydraulic pressure generator for generating hydraulic pressure;
A clutch actuator that operates the clutch with hydraulic oil supplied from the hydraulic pressure generator;
A speed change actuator that operates the shift and select shaft with hydraulic oil supplied from the hydraulic pressure generator;
A control device for electrically controlling the clutch actuator and the speed change actuator, and an automatic transmission comprising:
The oil pressure generating device, the clutch actuator, the speed change actuator, and the control device are arranged above the transmission case,
The speed change actuator has a speed change actuator housing which is formed in a rectangular shape having a long side and a short side in a plan view of the automatic transmission, and the long side is disposed adjacent to the shift and select shaft. And
The control device has a control device housing formed in a rectangular shape having a long side and a short side in a plan view of the automatic transmission,
The speed change actuator housing and the control device housing are arranged so that the long sides thereof are in close contact with each other, and the long sides are directed in a direction parallel to the engine mounting surface. Automatic transmission. The hydraulic pressure generator has a reserve tank that stores hydraulic oil,
2. The automatic transmission according to claim 1, wherein the reserve tank is disposed on a front side in a vehicle front-rear direction of the transmission actuator housing and the control device housing in a plan view of the automatic transmission. The clutch actuator has a shape extending in the same direction as the engine mounting surface,
The automatic transmission according to claim 1, wherein the clutch actuator is disposed between the transmission case and the control device housing.

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